Auxiliary vehicle lighting control system

ABSTRACT

An auxiliary vehicle lighting system is provided for use in a vehicle having an engine and an electrical system. The system has at least one auxiliary vehicle light; a control hub, connected to the vehicle electrical system and to each auxiliary vehicle light; and a system shut down function or program, connected to the control hub and configured to de-energize the auxiliary lighting system. The control hub is constructed and arranged so that upon illumination of the auxiliary vehicle lights and with the engine turned off, the vehicle battery voltage is monitored. If the battery voltage reaches a designated low voltage target, the system shut down function or program is activated, which de-energizes the auxiliary lights.

RELATED APPLICATION

The present application claims priority under 35 U.S.C. 119(e) to U.S.Provisional Application Ser. No. 62/413,799, filed Oct. 27, 2016, whichis incorporated herein by reference in its entirety.

BACKGROUND

The present invention relates generally to vehicle lighting systems and,more specifically, to auxiliary vehicle lighting systems equipped withremote vehicle lighting control.

Vehicle enthusiasts, particularly in the off-road vehicle market, are agroup of consumers that are especially akin to after-market vehiclecustomization. There are a number of customizations available in thevehicle industry, one subset of which includes auxiliary vehiclelighting systems (i.e. installing auxiliary vehicle lights in additionto, or as substitution for, stock vehicle lighting systems that are putin place by the vehicle manufacturer). As customization options forauxiliary vehicle lights are plentiful, and auxiliary lights can bemounted virtually anywhere on the vehicle, it is important for a vehicleowner or customizer to have an adequate system for controlling theauxiliary lights.

Conventional control systems include after-market solutions that havelittle interaction with the vehicle itself, short of drawing power fromthe vehicle's electrical system. As these conventional systems do notrely on vehicle electrical system feedback, there is the potential forelectrical system drain. Such an electrical drain not only affects theauxiliary vehicle lighting system, but other systems within the vehiclethat rely on the vehicle's electrical system-most notably the enginestartup systems.

An additional drawback of conventional auxiliary vehicle lightingcontrol systems is the lack of feedback to the user as to the status ofthe auxiliary lighting system-particularly in the event that noauxiliary lights (i.e. user indicators) are connected to the system or aportion of the system. This lack of feedback creates a likelihood ofaccidental energization of the system for long periods of time, thusleading to electrical system power drain.

Thus, there is a need for an improved auxiliary vehicle lighting controlsystem that addresses the above-listed drawbacks of conventionalsystems.

SUMMARY

The above-listed needs are met or exceeded by the present auxiliaryvehicle lighting control system which features a battery voltage monitorand shut down function or program, constructed and arranged so that thesystem is shut down before the battery drops below a certain low voltagelevel. Additionally, in the event that the system is inadvertentlytriggered without connection to auxiliary lights (i.e. without userindication), a feature is provided to turn off the system after aspecified period of time, to avoid a power drain the controller may poseto the vehicle electrical system. The present system features a separateremote control unit that is used to control the respective lights, andis also optionally usable on a smartphone with a dedicated smartphoneapplication.

More specifically, an auxiliary vehicle lighting control system isprovided for use in a vehicle having an engine and an electrical system,and at least one auxiliary vehicle light. The system has a control hub,connected to the vehicle electrical system and to each auxiliary vehiclelight; and a system shut down function or program, connected to thecontrol hub and configured to de-energize the auxiliary lighting system.The control hub is constructed and arranged so that upon illumination ofthe auxiliary vehicle lights and with the engine turned off, the vehiclebattery voltage is monitored. If the battery voltage reaches adesignated low voltage target, the system shut down function or programis activated, which de-energizes the at least one auxiliary light.

Optionally, the vehicle lighting control system includes a remotecontrol unit with a series of controls corresponding to at least one ofthe energization, de-energization, and dimming of the auxiliary lightsand a transmitter or transceiver for wireless communication with thecontrol hub. Importantly, a timer is provided for monitoring a durationof time between the present moment and the moment when the most recentwireless transmission was received from the remote by the control hub.To reduce power drain to the system, the timer triggers the system shutdown function or program if the duration between the present moment andthe moment of the most recent wireless transmission reaches a specifiedtimeout duration.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side perspective view of the vehicle with auxiliary vehiclelighting system and a remote control unit;

FIG. 2 is a front perspective view of the control hub, remote controlunit, and control hub wiring;

FIGS. 3A, 3B, 3C(1), 3C(2), 3C(3), 3C(4), 3D(1), 3D(2), 3D(3), 3D(4),3E(1), 3E(2), 3F(1), 3F(2), 3G(1), and 3G(2) are schematics of oneembodiment of the present control hub;

FIGS. 4A, 4B, 4C(1), 4C(2), 4C(3), 4C(4), 4D(1), 4D(2), 4E(1), 4E(2),and 4F are schematic views of an alternate embodiment of the presentcontrol hub;

FIG. 5 is a schematic of the remote control unit of the present system;

FIG. 6 is a diagram view illustrating corresponding elements of thestandard remote control and smartphone remote control embodiments;

FIG. 7 is a diagram view of another embodiment of the present lightcontrol system, showing communication between the smartphone and controlhub;

FIG. 8 is a diagram view of typical smartphone internal components; and

FIGS. 9A(1), 9A(2), 9A(3), 9B, 9C(1), 9C(2), 9D(1), 9D(2), 9E, 9F(1),9F(2), 9G(1), 9G(2), and 9H are schematics of another embodiment of thepresent light control system, featuring a smartphone as the remotecontrol unit.

DETAILED DESCRIPTION

Referring to FIGS. 1 and 2, the vehicle is generally designated 10 andincludes an engine housed in an engine compartment and an auxiliaryvehicle lighting system designed for use with auxiliary vehicle lights12. As is known in the art, the auxiliary lights 12 include at least onesuch light, and preferably a plurality of such lights. Power for thepresent auxiliary vehicle lighting control system, generally designated14, is provided by the vehicle electrical system which, in a typicalembodiment, is supplied by one or more 12 VDC, rechargeable sealedlead-acid batteries (though other power sources are anticipated). In apreferred embodiment, control of the auxiliary vehicle lighting system14 is provided by a control hub 20 (FIG. 2).

The control hub 20 is designed to accommodate mounting on the vehicle10, specifically within the engine compartment of the vehicle 10,adjacent to and/or in close proximity to a firewall. Placement proximateto the firewall results in relatively few firewall openings needed toroute wiring to the auxiliary vehicle lights 12. In the preferredembodiment, the control hub 20 is electrically connected to theauxiliary vehicle lights 12, and to the vehicle electrical system via awiring harness 22, as shown generally in FIG. 2. To facilitateconnection to the auxiliary vehicle lights 12, the control hub 20includes at least one set of terminal blocks 24, accessible to theinstaller. Optionally, up to eight auxiliary vehicle lights 12 areelectrically wired to the control hub 20. As discussed above, the numberof auxiliary lights 12 may vary to suit the application.

In another embodiment, the control hub 20 optionally includes at leasttwo of the terminal blocks 24 for connection to the vehicle lights 12and a number of fuses equal to the number of terminal blocks. In thisembodiment, each fuse corresponds to exactly one terminal block 24 andprotects the vehicle lights 12 connected to that terminal block.Typically, the configuration includes two terminal blocks 24 and twofuses, however, additional configurations with more terminal blocks andfuses are anticipated. Multiple fuses provide more user flexibility inwiring auxiliary vehicle lights 12 and allow for a greater power drawfrom the control hub 20 when compared to single fuse configurations.

Functionally, the control hub 20 is designed to control theenergization, de-energization, and/or dimming of each of the auxiliaryvehicle lights 12. The control hub 20 also includes a system shut downfunction or program 25, configured to de-energize the auxiliarylightings 12. The shut down function or program 25 is preferably asoftware routine, program or component, programmed into and controlledby a processor/microcontroller 26 (FIG. 3B) of the control hub 20, or ahardware circuit, such as a transistor, relay, mechanical switch, or thelike. In a preferred embodiment, the control hub 20, upon illuminationof at least one auxiliary vehicle light 12, with the engine turned off,monitors the vehicle battery voltage via a battery monitor circuit 28(FIG. 3B). If the battery voltage dips below a designated low voltagetarget, the system shut down function or program 25 is activated tode-energize the auxiliary lights 12. The low voltage target is typicallyset to 9.8 VDC±0.3 VDC, at which point the vehicle battery still hasenough power to start the engine (after which the vehicle's alternatorwill re-charge the battery to its nominal voltage).

As an alert to the user and to maintain the battery in a state that issufficiently charged to start the vehicle 10, the control hub 20 isconstructed and arranged so that upon the auxiliary lights 12 beingdeenergized, as described above, the vehicle engine must be turned onfor the lights 12 to be re-energized. As an additional safeguard againstbattery drain, re-starting the vehicle's engine alone will notre-energize the auxiliary vehicle lights 12; the auxiliary lights arere-energized only upon user activation (i.e. the user must both restartthe vehicle 10 and actively re-energize the lights).

As shown generally in FIG. 2, in a preferred embodiment of the vehiclelighting control system 14, a remote control unit 30 is provided. Thus,the system 14 includes the control hub 20, the remote control unit 30,and optional related connecting cables. The remote control unit 30 istypically powered by a battery 31 (FIG. 5) and provided with a series ofcontrols corresponding to at least one of the energization,de-energization, and dimming, of at least one of the auxiliary lights12. The controls optionally include buttons 32, indicators 34, and/orcontrol labels 36 corresponding to control of the auxiliary lights 12.To communicate with the control hub 20, the control system 14additionally includes any combination of a transmitter/receiver ortransceivers for wireless communication. Accidental depression of abutton 32 being common, especially when the remote control unit 30 isplaced in a user's pocket, a timer in the processor 26 is provided formonitoring the duration of time between the present moment and themoment when the most recent wireless transmission was received from theremote control unit 30 at the control hub 20.

Referring now to FIGS. 3C(1), 3C(2), 3C(3), 3C(4), 3D(1), 3D(2), 3D(3),3D(4), 3E(1), 3E(2), 3F(1), and 3F(2), each auxiliary light circuit38A-38H is monitored for current draw via an auxiliary light monitorcircuit 39A-D. To reduce power drain due to inadvertent energization ofa specific auxiliary light circuit 38A-38H not connected to an auxiliaryvehicle light 12, the timer triggers the system shut down function orprogram 25 if the duration between the present moment and the moment ofthe most recent wireless transmission reaches a specified timeoutduration. The timeout period is generally equal to forty-eight hours, aduration which is short enough to reduce power drain to the battery inthe event of an inadvertent auxiliary light circuit 38 energization.However, other timeout periods are contemplated, depending on theapplication. This feature is particularly beneficial if the vehicle isstored for long periods of time between use, as it reduces the worrythat an accidental button depression may draw power from the battery foran extended period.

FIGS. 3C(1), 3C(2), 3C(3), 3C(4), 3D(1), 3D(2), 3D(3), and 3D(4)generally show a control unit with eight auxiliary light circuits38A-38H. Depending on user needs, additional or fewer auxiliary lightcircuits 38A-38H may be needed. FIGS. 4A, 4B, 4C(1), 4C(2), 4C(3),4C(4), 4D(1), 4D(2), 4E(1), 4E(2), and 4F show an exemplary alternateembodiment of control hub 40 in which four auxiliary lighting circuits42A-42D are provided. Elements of the control hub 20 that are sharedwith control hub 40 are identified with identical reference numbers.

Referring now to FIG. 5, a schematic representation of one embodiment ofthe remote control unit 30 is shown. In this embodiment, the remotecontrol unit 30 is powered by a battery 31. As is well known in the art,the battery 31 may be replaceable or rechargeable. Energization,de-energization, and/or dimming of the various auxiliary vehicle lights12 is controlled via use of the pushbuttons 32. The control signals aresent to the control hub 20 via the remotetransmitter/receiver/transceiver circuit 44. Signaling is provided tothe user via the indicator 34.

Referring now to FIG. 6, in an alternate embodiment, the remote controlunit 30 is implemented via a software application or “app” stored innon-volatile memory and executed via a microprocessor on a smartphone 60(smartphone app). The smartphone app includes a graphical user interface62 displayed via the smartphone display screen 64 and/or othersmartphone audio and visual outputs and accepts user inputs viasmartphone input interfaces such as touchscreens 64, volume rockers,other external buttons, and the like as are well known in the art. Thesmartphone app implements, in software, all of the features of theremote control unit 30 indicated previously, including a series ofcontrols corresponding to at least one of the energization,de-energization, and dimming 66, of at least one of the auxiliary lights12; indicators 68; and labels 70.

Additionally, the smartphone app is particularly advantageous as itprovides for the programming of custom warnings, alerts, sounds,vibrations, audible or visual cues, and other notifications 72 upon theoccurrence of certain events. For example, an alert may be programmed tonotify the smartphone user when one or more of the auxiliary lightcircuits 38 are inadvertently left in an energized state. Additionally,an alert may be programmed to notify the smartphone user when thevehicle electrical system falls below a predefined low voltage target(e.g., an alert may be set to notify the user before or when the batteryvoltage falls to 9.8 VDC±0.3 VDC). The smartphone app also allows forcustomized programming of the timeout period between inadvertentenergization of a specific auxiliary light circuit 38A-H and activationof the system shut down function or program 25. Programming involves theuser setting the timeout duration to a desired value via the softwareapp, after which the desired value is transmitted to the control hub 20,and the control hub sets the timeout duration to the desired value.

Referring to FIG. 7, in the smartphone embodiment described above,communication between the smartphone 60 and the control hub 20 isaccomplished via wireless transmission 74, preferably utilizing theexisting wireless radios present in the smartphone (e.g., Bluetooth,GSM/UMTS/CDMA/LTE, IEEE 802.11 WiFi, NFC, or the like). This smartphoneradio feature is particularly advantageous in that no additionalhardware is required for communication between the smartphone and thecontrol hub 20. Furthermore, the smartphone app is particularlyadvantageous in that it provides a visual and/or audible indicator 76signifying proper wireless communication and/or wireless connection withthe control hub 20.

Referring now to FIG. 8, a diagram is provided of a typical smartphone60 including: a microprocessor; volatile (RAM) and non-volatile(FLASH/SD) storage; user inputs (touchscreen, volume rockers, andpushbuttons); visual output devices (display); visual output devices(speakers and headphone jacks); tactile output devices (vibration unit);and various wireless radios (WiFi, Bluetooth, NFC, and cellular). Thesmartphone app is stored in non-volatile storage on the smartphone andexecuted via the microprocessor. The smartphone app utilizes thesmartphone radios to communicate with the control hub 20 and the visual,audible, and tactile inputs/outputs to communicate with the user.

FIGS. 9A(1), 9A(2), 9A(3), 9B, 9C(1), 9C(2), 9D(1), 9D(2), 9E, 9F(1),9F(2), 9G(1), 9G(2), and 9H show an alternate embodiment of the controlhub 80 which is particularly suited to operate in conjunction with asmartphone 60 running the smartphone app. This embodiment isparticularly suited for use with a smartphone 60 in that it utilizes aBluetooth controller 82 which is capable of communicating with thesmartphone 60 via Bluetooth communication.

Additionally, FIGS. 9A(1), 9A(2), 9A(3), 9B, 9F(1), 9F(2), and 9G(1)contain overload protection circuits 84A-84C, which shuts down the powerto a particular auxiliary light circuit 86A-86D in the event of anovercurrent condition. In this particular embodiment, auxiliary lightcircuits 86A and 86C are designed to provide 5 amps of current each toconnected auxiliary lights 12, whereas auxiliary light circuits 86B and86D are designed to provide 20 amps and 3.5 amps respectively. In theevent that an overload protection circuit 84A-84C detects current higherthan the designed current, the overload protection circuit will shutdown power to the particular auxiliary lighting circuit 86A-86D. FIG.9C(2) also shows an overheating circuit 88 which monitors thetemperature of the control hub 80. Other elements of the control hub 80that are shared with the control hubs 20 and 40 are identified withidentical reference numbers.

Another feature of the present auxiliary lighting control system 14 isthat warning/strobe lights can be connected and operated with the remotecontrol function (implemented either as a remote control unit 30 orsmartphone app installed on a smartphone 60). The same process is usedto connect the negative and positive wires; however, these unitstypically have a third wire that is for pattern selection. Patterns areavailable for each warning light 12 that provide the user with a strobeor blinking pattern that makes the light more visible to others invarious weather conditions. In conventional applications, to choose thepattern on these warning lights, the user typically presses a button onthe unit's plug that advances the pattern selection through a number ofchoices. Since the plug is eliminated in the installation processutilizing the present auxiliary lighting system 14, the patternselection process is accomplished by simply touching the pattern wireonto the active terminal to advance the light to the flash patterndesired. Once chosen, the pattern wire is simply taped and zip-tied tothe harness, where it can remain available to change patterns in thefuture, if desired by the user.

In addition, the remote control 30 optionally includes a connectionpoint where the pattern wires can be connected and a pattern button onthe remote control is used to advance the pattern without manuallytouching the pattern wires to the active terminal.

While particular embodiments of the present auxiliary vehicle lightingcontrol system have been described herein, it will be appreciated bythose skilled in the art that changes and modifications may be madethereto without departing from the invention in its broader aspects andas set forth in the following claims.

1. An auxiliary vehicle lighting control system for use in a vehiclehaving an engine, an electrical system, and at least one auxiliaryvehicle light, comprising: a control hub connected to the vehicleelectrical system and to each of the at least one auxiliary vehiclelight; a system shut down function or program connected to said controlhub and configured for de-energizing said auxiliary lights; and saidcontrol hub constructed and arranged so that upon illumination of the atleast one auxiliary vehicle light, and the engine turned off, vehiclebattery voltage is monitored, and upon said battery voltage reaching adesignated target, said system shut down function or program isactivated to de-energize said at least one auxiliary light.
 2. Thesystem of claim 1, wherein said shut down function or program isactivated upon said battery voltage reaching 9.8 Volts DC±0.3 Volts DC.3. The system of claim 1, wherein said control hub is constructed andarranged so that upon said at least one auxiliary light beingdeenergized, the vehicle engine must be turned on for said system to bere-energized.
 4. The system of claim 3, wherein said auxiliary lightsare re-energized only upon user activation.
 5. The system of claim 1,further comprising: a remote control unit arranged with a series ofcontrols corresponding to at least one of the energization,de-energization, and dimming, of at least one of said at least oneauxiliary lights; a transmitter/receiver or transceiver for wirelesscommunication with the control hub; and a timer for monitoring aduration of time between a present moment and a second moment, when amost recent wireless transmission was received from the remote at thecontrol hub, said timer, triggering the system shut down function orprogram when said duration reaches a timeout duration.
 6. The system ofclaim 5, wherein the timeout duration is generally equal to forty-eighthours.
 7. The system of claim 5, wherein the remote control unitcomprises a software application implemented on a smartphone and thetransmitter/receiver or transceiver comprises a smartphone radio incommunication with the control hub.
 8. The system of claim 7, whereinthe timeout duration is adjustable, wherein: the timeout duration is setto a desired value via the software application; the desired value istransmitted to the control hub via the smartphone radio; and the controlhub sets the timeout duration to the desired value.
 9. The system ofclaim 7, wherein a smartphone alert is triggered audibly, visibly, orvia tactile annunciation on the smartphone for at least one selectedfrom the group consisting of: an inadvertent auxiliary light circuitenergization event; a vehicle electrical system low voltage event; and acommunication connection or disconnection with the control hub.
 10. Thesystem of claim 1, further comprising: a monitor which measures avoltage level of the vehicle electrical system.
 11. The system of claim10, wherein the monitor triggers the system shut down function orprogram if the voltage level reaches a low voltage level.
 12. The systemof claim 10, wherein there is a delay period between vehicle engineignition and activation of the monitor.
 13. The system of claim 12,wherein the delay period is approximately 8 seconds.
 14. The system ofclaim 1, wherein the control hub comprises: at least two terminal blocksfor connection to the vehicle lights; a number of fuses equal to thenumber of terminal blocks, each fuse corresponding to exactly oneterminal block and protecting the vehicle lights connected to said oneterminal block.
 15. The system of claim 14, wherein the number ofterminal blocks is two.